Car structure



Jan. 5, 1932. POLLOCK ET AL 1,839,701

CAR STRUCTURE Filed Dec. 10, 1950 6 Sheets-Sheet Jan. 5, 1932. P. POLLOCK ET AL CAR STRUCTURE Filed Dec. 10, 1930 6 Sheets-Sheet 2 w mw (NW x r 4 :NVENTOREI Jan. 5, 1932. PQLLOCK ET AL 1,839,701

CAR S TRUCTURE Filed Dec. 10, 1950 6 Sheets-Sheet 3 Jan. 5, 1932. P; POLLQCK ET AL CAR STRUCTURE Filed Dec. 10, 1950 6 SheetsSheet 4 Jan. 5, p POLLOCK ET AL 1,839,701

CAR S TRUCTURE Filed Dec. 10, 1930 6 Sheets-Sheet 5 3 \RO Ti \9 INVENTORl: @vm W Jan. 5, 1932. P. POLLOCK ET AL V 1,839,701

GAR STRUCTURE Filed Dec. 10, 1930 6 Sheets-Sheet 6 (11/ a W/ 75 4a 74 C: 4

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Patented Jan. 5, 1932 I UNITED STATES PATENT OFFICE PORTER POLLOCK AND CHRISTIAN A. WILLS, OF YOUNGSTOWN, OHIO, ASSIGNORS TO THE WILLIAM B. POLLOCK COMPANY OF YOUNGSTOWN, OHIO, A CORPORATION OF OHIO CAR STRUCTURE Application filed December 10, 1930. Serial No. 501,286.

The present invention relates broadly to car structures, and more particularly to end frame constructions especially adapted for iron and slag ladle cars and the like, al-

5 though the utility of the invention is not limited with respect to the particular type of car in which the improved structure is utilized.

It has heretofore been generally customary 10 in the art to construct end frames of more or less heavy and complicated castings. Such castings areopen to a number of objections, among which may be mentioned the dead load represented thereb which of course correspondingly cuts own the live load which may be carried by the car, and the impossibility of satisfactorily locating and making provision for casting defects.

It is one of the objects of the present invention to provide an improved car structure characterized by end frames constructed entirely of structural shapes and rolled steel plates, which shapes and plates are of such nature that they may be readily fabricated and assembled. The improvements contemplated by the present invention are embodied not only broadly in the utilization of rolled and structural members, but in the manner of assembling such members in order to obtain the desired strength and rigidity with a minimum weight. Among other things, the invention is characterized by the provision of such members adapted not only to be mechanically interlocked one with the other. but also welded together particularly at the points at which such a mechanical interlock is provided. In this manner the welds themselves are relieved from the duty of carrying the strains incident to the use of the completed structure, .and the same is like" wise true of the interlocked joints, one being effective for strengthening the other.

Experience has shown that difliculty has heretofore been encountered in the proper connection of the end' frames to the main ."irders or sills by means of which such end frames, when usedin ladle ears, are interconnected. In accordance with the present invention the end frames are soconnected to such. sills as to provide for a double shear on the bolts by means of which the connection is effected. In this respect, it is also contemplated that part of the shearload on the bolts will be relieved by the provision of a special key structure effective intermediate the end frames and the sills.

The invention further contemplates the provision of end frames of improved construction with respect to the provision made for the reception of standard draft rigging.

Further advantages of the invention will be apparent as the same becomes better understood by reference to the accompanying specification and drawings forming a part thereof. In the drawings:

V Figure 1 is a view partly in side elevation and partly in section showing one form of ladle car constructed in accordance with the present invention;

Figure 2 is a top plan view of the construc tion illustrated in Figure 1;

Figure 3 is a detail sectional view, on an enlarged scale, through one of the end frames, the section being taken along the line III-III of Figure 2;

Figure 4.- is a detail sectional view, partly in elevation, the section being taken on the line IVIV of Figure 2, looking in the direction of the arrows;

Figure 5 is a detail perspective view illustrating the dra-ft'gear plates;

Figure 6 is a detail perspective view, partly in section, illustrating a portion of one of the end frames and its relation to a side sill;

Figure 7 is a detail sectional view along the lines VIIVII of Figure 6, looking in the direction of the arrows;

Figure 8 is a perspective view, artly broken away and partly in section, 0 one of the end frames;

Figure 9 is a view similar to Figure 8 but viewing the end frame from the opposite side Figure 10 is a perspective view of one end of the intermediate load carrying plate.

Figure 11- is a perspective view similar to Figure 5 illustrating a slightly modified construction of the draft gear plates; and

Figure 12 is a longitudinal sectional View through a draft gear plate structure of the character shown in Figure 11.

It will be understood that inthe case of an iron or slag ladle car or the like there are and trucks being tied together for the purpose of maintaining the same in position and taking care of draft strains imposed thereon, unless the ladle car is of special construction, by means of side sills or side frames. The two end framesherein illustrated are of identical construction so that a detail descrip- 'tion of one will suffice for an understanding of the invention.

Referring first to Figure 1 of the drawings, we haveillustrated the two end trucks 2each of which comprises the usual journal boxes 3 for the ends of the shafts 4 which carry the wheels 5. Intermediate the wheels is a bolster frame 6 upon which is mounted a bearing plate 7 adapted to cooperate with'a similar plate 8 secured to and constituting part of each end frame. These plates are preferably formed with openings therethrough for the reception of a pivot pin 9 which assists in maintaining the end frames and truck frames in the desired position while permitting turning movement therebetween as required to permit I the travel of the complete car along a curved trackway. f I

30' Extending between the respective end frames, as illustrated more particularly in Figure 2,"are side frames or sidesills 1O ef-- fective for tying such frames together and transmitting ordinary road and draft shocks from one frame to the other independently of the iron or slag ladle 11 or thelike carried b the car through the medium of trunnions 1 cooperating with the trunnion bearings 14. All of these features maybe of any usual or well known construction as .well'understood in the art.

the provision of an upper transversely extending beam 15 upon the upper surface of which the trunnion bearings 14 are sup-- ported. The lower flange of the upper beam 15 rests upon an intermediate load plate 16, this load plate in turn being mounted upon f a main transversely extending beam 17- and offset, in a direction axially of the car, so as to directly overlie the bolster frame 6 and .transmit thereto the load of the ladle, the bearing .plate'8, as will be clearly apparent from Figure 3, directly underlying the lower flange of the main'beam.

,The intermediate loadcarrying plate 16 isprovided at a number of spaced points throughout its length with elongated openings 18' adapted to receive projections 19 on the lower edges of the stiffening and tie e plates 20'. These stiffening and tie plates are adapted to extend in an edgewise direction, as clearly illustrated in Fi ure 8, being cut away adjacent one end to overlie the base .65 flange 21 of the upper-beam 15. Their exslot 29 of a cross section corresponding to the cross section of the main beam and of Each of the end frames is characterized by treme inner ends 22 are adapted to butt against the web 23 of the upper beam, to

customarily provided two end trucks each of which they are welded in any desired man which includes an end frame, the end frames ner. It will likewise be apparent that the main beams 15 and 17 may also be welded to the upper and lower surfaces of the intermediate plate 16 should such a welding operation be deemed desirable.

On the side of the tie plates 20 opposite the projections 19, these plates are provided with projections 23aadapted to interlock with openings '24 in a top cover plate 25. This cover plate at its inner edge is formed with an upstanding flange 26 adapted to terminate substantially flush with the upper surface-of the beam 15 and extend downwardly along the web 23 thereof an'apprec-iable distance. The upper edges of the stiffener and tie lates 20.are downwardly and outwardly inc ined, the inclination being such as to-cause said edges to lie closely adjacent the under surface of the top cover plate and maintain the same in position. This relationship is clearly illustrated in Figures 1 and 3 of the drawings. The intermediate plates 20 are thus effective not only for strengthening and reinforcing the beam assembly, but also for tying the beams, the intermediate plate 16 and the'top cover plate 25 in the desired relationship.

By reference'more particularly to Figure 2 of the drawings, it will be noted that the main beam 17 is of less over-all length than the upper beam 15. The intermediate load carrying. plate 16 has a down turned end ustrated in perspective in Figure 10 27 as i1 nd a second downturned end 28 as illustrated in perspective in-Figure 6. These ends are of generally similar construction, with the exception that the end '27 is formed with a a slot32- of generally similar shape formed in the downturnedend 28. Thus as the main beam is slid axially through'the'opeiiing- 29, its opposite end 31 is caused to enter the opening 32 to such an extent as permitted by the, cut away portion 30, which portion is adapted to contact the inner edgeof the opening 32 and limit further axial movement, this portion acting as a positioning stop for the beam. The beam having beenslid into position so as to mechanically interlock with the downturned ends 27 and 28in the manner described may be welded in position as a precautionary measure.

The upper beam is of generally sym--\ metrical cross sectional areaat its opposite.

ends, these end portions being cutaway to provide a lug 33- on each end lying in the plane of and constituting a continuation of the'upper flange of the beam, and a second lug 34 on each end of substantially inverted T shape. Adapted to cooperate with t ese lugs are end plates 35 having each an opening 36 for the reception of lugs 33 and an opening 37 for the reception of the lugs 34, the lugs serving to interlock the end plates in position, and in substantial parallelism to the downturned ends27 and 28 respectively of the intermediate plate 16. These end plates may likewise be subjected to a welding operation adjacent the lugs 33 and 34 to strengthen the mechanical interlock afforded thereby. i

The space between the downturned end 27 and the end plate 35, like the space between the downturned end 28 and its cooperating end plate 35 is such as to receive the end portion of the side sills 10 before referred to.

The side sills having been placed in these a spaces, they may be bolted in position by a suitable number and-arrangement of through bolts 38. Since the bolts extend not only through the'ends of the side sills, but through a substantially verticall extending late on each side thereof, it will e apparent t at each of the bolts is subjected to a double shear thereby greatly increasing the strength of the resulting structure. While such bolts'may of themselves be capable of withstanding the A shocks to which the carlis subjected in use, I

preferably reinforce the same by the use of sill keys 39. illustrated in detail in Figures 6 and 7. These sill keys are of'such dimensions as to pass through a key opening 40 in. each of the downturned ends 27 and 28 and cooperate with a key recess or opening 41 in the inner side of each of the side sills. The keys having been placed in position, they may be welded to prevent displacement thereof, as illustrated by the reference character, 42 in Figure 7. The key recesses are openings provided for the mechanical interlocking of the 'beam structure with the side sills, as hereinafter more particularly pointed out. These sill keys further serve the (purpose of of generally similar construction, with the exception that one is right hand and the other is left hand, as will be clearly apparent from Figure 5 of the drawings. Each of the draft gear plates is of such configuration as to provide. a substantially vertically extending portion 45-and a substantially horizontally laterally projecting portion 46. The inner 'end portions 47 of the vertically extending portions 45 are shaped to provide lugs 48 which project into openings 49 in the web of the main beam 17 so as to be mechanically Y interlocked therewith.

. The inner end portions 47 of the draft gear plates are formed with slots 50 of such dimensions as to receive one edge of the lower base flange of the beam 17' so as to permit the inner ends of the horizontally extending portions 46 to underlie said base flanges in the manner illustrated in Figure 8. The edge of the intermediate plate 16 is similarly, provided with slots 51 adapted to receive the up standing ends 52 of the draft gear plates as the draft gear plates are moved toward the main beams in a direction substantially normal to the longitudinal axis thereof. The parts having been assembled, it will be understood that the draft gear plates are mechanically interlocked with the web of the main beam 17 as well as with the base flange thereof, and that they are also mechanically interlocked with the intermediate plate 16. All of these-interlocking joints may be further reinforced by welding in the .manner previously described.

v For reasons which will hereinafter be more fully apparent, the upper surfaces of the horizontally extending portions 46 of the I draft gear plates lie in a plane below and spaced from the plane of the under surface of the base flange of the beam 17. This spaceis preferably filled with a filler block 53 which may likewise be welded in position both to thedraft gear plates and to the main beam.

Each of the verticallyextending portions 45 of the draft gear plates is provided adjacent its outer end with a pair of spaced openings 54, and adjacent its inner end with a second pair of openings 55. The openings 54 as illustrated more particularly in Figure 5, are adapted to receive draft rigging support bars 56, while the openings 55 are adaptedto receive draft gear stop bars 57, these bars respectively cooperating with the draft gear 58 as illustrated in Figures '1 and .3. The bars 56 and 57 are preferably likewise not only mechanically interlocked withthe draft gear plates through the medium of the openings 54 and 55 respectively, .but are also welded in position therein.

The extreme outer ends of the portions 45" of the draft gear plates are also preferably formed with slots 58 adapted to receive the draft rigging pin 59.

The u per surfaces of the portions of the. dra t gear plates are also preferably formed with projections and 61 adapted to downwardly in a manner similarly to the upper surface of the plates 20 whereby, with the projections 60 and 61 in position in the openings provided therefor in the top plate, a further interlock, which may be reinforced by welding, is provided between the parts. 7

, From the drawings it will be apparent that the top cover plates 25 are shaped at their inner ends to fit between the end plates 35, the top cover plates being formed with inwardly facing shoulders 64 which abut against the outer edges of the end plates 35.

In line with the draft gear plates 43 and 44, the top cover plate is provided with a downturned end 65 formed with openings adapted to receive and mechanically interlock with lugs 66 formed on the outer ends of the horizontally extending portions 46 of the draft gear plates. The downturned end 65,as well as the reinforcing auxiliary cover plate 67, are

both cutaway in line with the spacesbetween the draft gear plates to receive the draft rlggmg.

Thecover plate adjacent each of its outer corners has welded thereto a corner plate 68. By reason of this construction, the entire load carrying portion of the end frame which is constructed either of structural shapes or of steel plates, is enclosed within a housing of plate material presenting a smooth upper sur- I face for the end frame and effectively interlocking with the other parts of the structure to give added strength and rigidity thereto.

As will be apparent more particularly from Figure 9 of the drawings, the beams 15 and 17 may be further stiffened at desired intervals by vertically extending filler and stiffening plates 69 and 70 respectively which are preferably welded in position between the opposed surfaces of the beam flanges.

The end portions of the main beam 17 may a,

. have the base flange partly cut away as ind1-- \cated by the reference character 71 to receive the wheels 5 during the swiveling of the truck and thereby permit the carrto have a shorter turning radius.

By reason of the rovision of'the filler block 53 as before descri ed, it is possible to tie the horizontally. extending portions 46 of the.

draft gear plates'in position even though disposed an appreciable distance below the plane of the base flange of the main beam. This in turn makes it possible to locate the lowermost openings 54 and 55 in the vertically extending portions 45 at a distance sufliciently above the plane of the portions 46 to preclude their iritersecting the line of bend of the draft gear .p ates. I a

In Figures 11 and 12 we have illustrated a slightly modified structure adapted to coopdraft gear plates 43 and 44' are provided with slots 71 in their vertically extending portions, which slots are adapted to receive the inwardly projecting angles 72 0f angle bar stops 73. The inwardly extending angles having been positioned within the slots 71, the angle members are welded to the draft gear plates, and are reinforced by gusset plates or stiffener plates 74. From Figure 12 the cooperation of the inwardly extending angleportions'72 with a draft gear rigging 7 5 will be clearly apparent.

\ The construction of Figures 11 and 12 em bodies the interlocked and welded type of construction heretofore described, the changes being merely such as to accommodate a different type 'of standard draft gear.

. To those skilled ir n the artit will be apparent that the parts having been formed, no set rule need of necessity be followed in the assembly thereof, with the exception of the fact that it is necessary to slide the main beam into osition within the intermediate plate 16pr1or to' the time that such plate is assembled with the side sills 10. It is likewise desirable to position the plates 20, 43

plied or before the end frame as such is secured to the-side'sills. Having been assembled, the various parts may be reinforced by welding in the manner pointed out.

. The provision of superimposed beams makes it possible to locate the trunnion bear-' ings at the desired height, and to transmit the load of the ladle directly through such beams to the bolster frame, thereby eliminating the portion of the end frames provided for the reception of the draft rigging from thef load strains and stresses of the ladle it- 'sel For purposes of illustration, the drawings show side sills and beams of afparticular constructionwhich, 1 for certain types of cars, have been found to be highly desirable. It will be understood by those skilled in the, art, however, that from the standpoint of the broad-invention involved, there is contemplated a frame structure which includes side members with which cooperates. a beam structure, the beam structure and the side frame preferably being in mechanically interlocked and welded relationship. The mechanical interlocking in the illustrated embodiment may be considered as effected in any one of a plurality of ways. The direct mechanical interlock between-the beam structure and the side members is through the meterlocked withthe side sills not only through the key structure, but through the medium of theplates 28 and 35 which are directly interlocked with the ends of. the beams and which are in turn interlocked with the side members in the manner described. It will be understood, however, that this is only one manner of effecting such a mechanical interlook.- A L The beam structure in each end frame serves as a load carrying member which transmits the load of the iron or slag receiving ladle or the like to the trucks. For

this purpose, the beam structure has securedthereto and projecting therefrom a center plate structure or truck bearing structure 00-.

operating withthe truck. Such beam structure also has secured theretoand projecting therefrom means for receiving a draft gear rigging. In the embodiment illustrated the draft gear rigging and the truck bearing are on substantially the longitudinal center line of the frame structure, the plane of these parts intersecting the beam structure atapproximately its mid portion. All of these parts are in turn preferably interlocked mechanically and welded together, and enclosed within a suitable cover structure.

Not only does acombined structural and steel plate structure of the character described give an end frame of the desired strength, but such strength is obtained with anappreciably lower dead load than that represented by frames as usually constructed.

While we have herein illustrated and described a preferred embodiment of the present invention, it will be understood that changes in the construction, disposition and arrangement of the parts as well as in their shapes, may be made without departing from the s irit of the invention or the scope of our broa er claims.

We claim:

1-. As an article of manufacture, an end frame for railway cars composed entirely of structural and plate members certain of said members having openings therein, and projections on other of said members effective for mechanically interlocking the same.

2. As an article of manufacture, an end frame for cars, comprising a versely extending beams 0 di ereifit lengths, means for connecting said beams, a draft rigging, means for connecting the draft rigging to said beams, and side sills connected to said beams, said side sills underlying the beam of greater length and embracing the beam of shorter length.

3. An end frame for cars, comprisin members providing, therebetween spaces or the reception of car sills, and structural members adapted to extend transversely of said frame,

air of trans:v

said structural members comprising beams,

ing of steel plate formed with slots to receive said projections.

6. In an end frame for cars, side plates and a cross beam, said plates being formed with openings, and said beam being formed with end projections on apart only of the ends thereof and adapted to lie in said openings when the plates and beam are in assembled osition, other parts of the ends of the beam eing adapted to abut against theinner' sides of the plates. Y

7 In an end frame for cars, side plates of rolled steel plate, cross beams interlocked with said side plates, and draft gear plates interlocked with said cross beams, said partsv for supporting the draft riggin interlocked with said bolster beam and wel ed thereto.

9. In an end frame. for ladle cars, a'pair of cross beams, one of said beams being supported by the truck bolster and the other beam receiving theweight of the ladle, a plate interposed between said beams, and draft plates for supporting the'draft rigging interlocked with said bolster beam and welded thereto. t

10. In an end frame for ladle cars, a pair of side sills, a pair of cross beams disposed at right angles to said side sills, one of said beams being supported by the truck bolster and the other beam receiving the weight of the ladle, and a plate interposed between said beamsand secured to said side sills.

- 11. In an end frame for ladle cars, side chanically interlocked with said bolster beam.

12.- In an end frame for ladle cars, side sills, a pair of-cros's beams disposed at right angles to said sills, one of said beams being supported by the truck bolster and the other beam receiving the weight of the ladle, and a plate interposed between said beams, said plate having downturned .ends which are secured to said side sills and are also slotted to receive and form a mechanical interlock with the ends of said bolster beam.

13. In an end frame for cars, a cover plate of rolled sheet metal, a pair of cross beams,

one of said beams being supported by the truck bolster and the other beam receiving the weight of the ladle, a plate interposed be- I right angles to said'sills, a plate interposed between said beams and having downturned ends secured to said sills and interlocked with the ends of..one of said beams, and one or more rib orstifl'ener plates interlocked with said first named cover plate and said second named plate and welded thereto.

16. In an end frame for ladle cars, a pair of slde sills, a beam adapted to rest on the truck bolster, side plates adjacent the ends of said beam, an intermediate plate with downturned ends restingon said beam and transmitting the weight of the ladle thereto, the side sills being positioned between said side plates and the downturned ends of said intermediate plate and bolted thereto, the bolts being thus placed in double shear relation with respect to the end frame and said side sills.

17. In an end frame for ladle cars, a cross structure, and means pro ecting from said beam adapted to rest on the truck bolster, another cross beam adapted to receive the weight of the ladle, an intermediate plate formed withdownturned ends interposed between said beams for transmitting the weight from one beam to the other, side plates facing the ends of said beams, one of said beams being interlocked with said side plates and the other beam being interlocked. with the downturned ends'of said intermediate plate and welded thereto.

18. A welded frame for cars, comprising side sills, end frames each of which comprises cross beams extending at substantially right angles to said sills, a supporting plate posi tioned intermediate of said beams, said plate being secured to said sills, a cover plate, stiffener plates betweensaid supporting plate and cover late, and draft plates mechanically interloc ed with one of said beams.

' 19. A welded frame for ladle cars, comprising side sills, end frames each of which comprises a pair of'cross beams, one of said beams receiving the weight of the ladle and the other beam being supported by the truck bolster, a supporting plate positioned intermediate of tion to form a truck bearing.

said beams and formed with downturned'ends which are secured to said sills, a cover plate and side plates, the ladle-supporting beam being mechanically interlocked with and welded to said side plates and the bolster beam being mechanically interlocked with and welded to the downturned ends of said supporting plate, and draft plates for sup porting the draft rigging mechanically interlocked with and welded to said bolster beam and said covenplate.

20. A welded framefor-ladle cars, comprising side sills, end frames each of which comprlses a pair of cross beams positioned at substantially right angles to said sills, a supporting plate positioned intermediate of said beams and formed with downturned ends which are secured to said sills, side plates, one of saidbeams being mechanically interlocked with and welded to said side plates and the other beam being mechanically interlocked with and welded to the downturned ends of said supporting plate, and draft plates for supporting the draft rigging mechanically interlocked with and welded to said last named beam. r.

21. In a frame for cars, side members having openings formed therein, a beam struc ture extending transversely of said side members and having projections of less cross sec' tional area than the cross sectional area of the beams interfitting with said openings to provide a mechanical interlock, and a cove for said beam structure.

i 22. In a frame for cars, longitudinally extending'side members, a transversely extending beam structure mechanically interlocked with said side members throughout a portion onlyof the cross sectional area of the beam beam structure at substantially its mid por- V 23. In a frame for cars, longitudinally extending side members, a transversely extending'beam structure mechanically interlocked with said side members, means projecting 1 from said beam structure at substantially its mid portion to form a truck bearing, and a cover for said beam structure and bearing mechanically interlocking with. the beam structure. I

. 24. In a frame for cars, longitudinally extending side members having openings formed therein, a transversely extending beam structure mechanically interlocked with said openings at its end portions, said beams structure comprising laterally and vertically oflset beam members, and means carried by said beam structure at substantially its central portion to provide a truck bearing.

25. In a frame for cars, longitudinally extending side members, a transversely extend- ,ing beam structure mechanically interlocked therewith, and means secured to said beam structure and projecting therefrom at substantially the central portion thereof to provide for the attachment of a draft gear rigging, said means being mechanically interlocked with said beam structure.

26. In a frame for cars, longitudinally extending side members, a beam structure ezc tending between said side members and having its end portions mechanically interlocked therewith, means secured to substantially the central portion of said beam structure to provide a truck bearing, and means projecting from substantially said central portion to receive a draft gear rigging, said last mentioned means being mechanically interlocked with said beam structure.

27. In a frame for cars, longitudinally extending members, a beam structure composed of structural shapes extending transversely of said side members and having parts only thereof of such lengths as to project beyond the inner faces of said side members, means for mechanically interlocking said beam structure and side members, and a truck bearing carried by said'beam structure.

In testimony whereof we have hereunto set our hands.

PORTER POLLOCK. CHRISTIAN A. WILLS. 

